Posted by sericson on Monday, August 15, 2016 @ 07:28 PM:
Looking for ideas or maybe current examples of a 5 to 7 gallon aux tank for my RF5B N99809. I have upgraded to the L2000 Limbach and correct Hoffmann prop (Together a great performance improvement). Collin was here the day we hung it! I'm still early in the flight testing (10 hrs) but typically see 100MPH true at 2300 RPM at 4 gph. Climb rate is about double the old POS L17000. Much smoother and oil temps rarely goes past 100 deg C on climb out at low pitch full throttle. Oil temp at cruise is 80 to 90 deg C in the hot (typically over 100 deg F) Mojave desert where I'm based in high pitch 2300-2400 RPM. Gives me about 2.5 hours endurance with zero reserves. 5.5 more gallons would be close to 3.4 hours with decent VFR reserves. 7.4 gallons would yield about 3.8 hours plus VFR reserves.
I'm eyeing the area between the passengers legs to place a small aux tank with a separate fill port and small electric transfer pump. Tank likely to be manufactured from water jet cut 6061 Aluminum and Tig welded. Might be interested in kitting a few but welding and installation would be up to the owner.
Anybody got pictures of something already flying? Somebody must have played with this.
Steve
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Steve Ericson
N2186 RF4D
N55SE RF-4D former F-BPLI Project
N99809 RF-5B
Posted by Barry Turner on Friday, February 2, 2018 @ 10:15 AM:
| Quote: |  | | Originally posted by sericson
Looking for ideas or maybe current examples of a 5 to 7 gallon aux tank for my RF5B N99809. I have upgraded to the L2000 Limbach and correct Hoffmann prop (Together a great performance improvement). Collin was here the day we hung it! I'm still early in the flight testing (10 hrs) but typically see 100MPH true at 2300 RPM at 4 gph. Climb rate is about double the old POS L17000. Much smoother and oil temps rarely goes past 100 deg C on climb out at low pitch full throttle. Oil temp at cruise is 80 to 90 deg C in the hot (typically over 100 deg F) Mojave desert where I'm based in high pitch 2300-2400 RPM. Gives me about 2.5 hours endurance with zero reserves. 5.5 more gallons would be close to 3.4 hours with decent VFR reserves. 7.4 gallons would yield about 3.8 hours plus VFR reserves.
I'm eyeing the area between the passengers legs to place a small aux tank with a separate fill port and small electric transfer pump. Tank likely to be manufactured from water jet cut 6061 Aluminum and Tig welded. Might be interested in kitting a few but welding and installation would be up to the owner.
Anybody got pictures of something already flying? Somebody must have played with this.
Steve |
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Hi Steve sorry have no pictures but I had a 12 liter tank fitted under the rear instrument panel in my RF5B. I had an electric transfer pump in the wing feeding through a non return valve into the fuel tap where the pipe from the tank joined.The procedure was to run a certain time and switch on the transfer pump and watch the main tank re fill. It made it possible for me to run from Johannesburg to Durban without re fueling.That aircraft had a 2180cc engine with original carburetor and fixed prop.
Posted by sericson on Monday, March 26, 2018 @ 01:10 AM:
Thinking along the same lines, I will post pictures as I continue.
Thanks for the responce Barry
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Steve Ericson
N2186 RF4D
N55SE RF-4D former F-BPLI Project
N99809 RF-5B
Posted by jccuevas on Sunday, April 1, 2018 @ 12:03 PM:
Steve and Barry:
How did you "tap" the transferred fuel into the main fuel tank? I would also like to install a temporary ferry tank in the back seat of my RF-5. I will ferrying my RF=5 from upstate N.Y to Snohomish, Washington and crossing Wyoming and Montana, fuel is not always available, a few extra gallons would give provide me options and safety. Suggestions, ideas and photos would be very helpful.
"J.C." Cuevas
N66GL
RF-5B
Redmond, WA
Posted by Bob Grimstead on Tuesday, April 3, 2018 @ 03:46 AM:
Hi again JC,
Small world indeed. I bought our Champ in 1988 from Steve Herrin, who then flew with Northwest and sold it planning to buy a Cessna 170. I don't suppose you know him? If so, please say 'Hi' and 'Thank you' and tell him we're still flying and loving it.
There's some info on my auxiliary tank installation here http://sbeaver.com/cgi-bin/fournier/cutecast.pl?session=PvoUsJecmQ7b0JvaDyWK9UoKbf&forum=11&thread=1019&page=2
I know the RF5 has wing tanks rather than the RF4D's forward fuselage tank, but you could probably rig up a similar bladder on the parcel shelf feeding into either one of the wing tanks or into the system somewhere via a union. The secret with the RF4 one is to get a longer banjo bolt made, then it all plumbs in neatly. I prefer gravity feed as mine is, because of the possibilities of pump failure and sparks with fuel.
Be sure to get a bladder tank that is resistant to all types of fuel, and not a water one, which will dissolve at the seams.
Good luck, Bob
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Flying and displaying Fournier RF4Ds VH-HDO and G-AWGN, building replica RF6B G-RFGB and custodian of RF6B prototype F-BPXV
Posted by sericson on Thursday, April 19, 2018 @ 06:01 PM:
Hi JC, sorry about my slow to respond. My plan is to use the banjo fitting on the bottom of the fuselage tank. I'm going to use a double banjo bolt. I believe you have been talking with Collin and I'm very interested in what you guys come up with. My project is being held up by work demands.
I used a similar trick to add an electric pump at the engine after several mechanical fuel pump failures with a double banjo at the gasolator.
Steve
RF-5B N99809
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Steve Ericson
N2186 RF4D
N55SE RF-4D former F-BPLI Project
N99809 RF-5B
Posted by Collin on Tuesday, May 22, 2018 @ 06:54 PM:
Hi,
This is JC's temporary 8 gallon aux tank. The electric pump is only needed to prime. Then engine driven pump is used. Just open aux fuel valve and close main fuel valve.
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Collin Gyenes
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